1. ENHANCED TACTICAL FLOW MANAGEMENT SYSTEM (ETFMS)
Hans Koolen
16 January 2013

2. ETFMS - SUMMARY
Supporting tool for coordination between ATM, ATFCM, ATC, Airports and Aircraft Operators.
Provides global data to be shared throughout the ECAC and adjacent States.
Monitoring tool and support for decision making in short-term Tactical actions.
ATFCM and flight data improved with current traffic position data and airport information.

3. ETFMS - IMPLEMENTATION MILESTONES
March 1995 : Start of Operations of TACT based upon FPL data only.
April : Reception of first FSA message from France.
Today : Reception of FSAs from 30 ACCs plus oceanic clearances from 3 oceanic centres.
March 2001 : ETFMS PHASE 1a operational, based upon FSA data only.
7 Feb 2002 : ETFMS PHASE 1a operational, based upon FSA data and surveillance data from UK, France and MUAC.
6 May 2003 : Flight Activation Monitoring (FAM) Operational for Ireland, Oslo FIR and Belgium.
June : First DPI messages from CDM airport - Munich

4. ETFMS - OBJECTIVES
To increase the accuracy of ATFCM thus reducing any differences in data between ATFCM, ATC and airports.
To improve short-term traffic demand forecasts.
To reduce over-delivery.
To enable more accurate slot allocations thus improved utilisation of the available capacity.
To improve reaction to short-terms events.

5. ETFMS - OBJECTIVES Increase Safety
Solve potential overloads and bunching, reduce en-route airborne holding, management of unusual events.
Fluidity, Responsive Capacity Management
Adapt Airspace, ATC sector configuration to better meet the traffic demand variation.
Contribution to Collaborative Decision Making (CDM)
Share enhanced information between all users.
Contribution to “GATE-TO-GATE”

6. ETFMS : TO UPDATE TACTICAL ATFCM WITH FLIGHT POSITIONS
10.30

7. ETFMS - USERS
FLOW MANAGERS – NMOC (CFMU) OPERATIONS & FLOW MANAGEMENT POSITIONS (FMPs).
ATC SUPERVISORS with Occupancy Counts.
ATC, ATFCM & AO MANAGERS.
OTHERS
Airport Authorities & Terminal Area Units (TMA).
Airspace Management (ASM) Bodies.
Route Charges.
Airspace Planning.
Investigation.
Quality Control (QC).
Performance Review & Analysis.
Studies & Research.
Training.

8. ETFMS - SCOPE ROUTINE SITUATIONS (tuning & optimisation of ATFCM plan)
Compliance Monitoring.
Best Use of Available Capacities.
Smoothing the Traffic.
Balancing Capacity & Traffic Demand at Airports.
SPECIFIC SITUATIONS (conservative actions & restart)
Stacks.
System Failures.
Low Visibility, De-Icing / Severe Weather.
Airspace / Airport Closures.
Interruption or New Pattern of Specific Demand.

9. NMOC (CFMU) Systems & Main Data Flows
AIS DATA
EAD
AIP
Aircraft
Operators
(AOs) /
Air Traffic
Services
Reporting
Offices
(AROs)
Air Traffic
Control
(ATC)
RPL
ENV
FPL
IFPS
FPL
FP1 FP2
Brussels Brétigny
ORM
ATC FPL
Changes
RCAT
Flight Plans
ENV DATA
Daily
Plan
Daily
Plan
PREDICT
Slots Rerouteings
Network Situation
ETFMS
Network Situation
ATC
Updates
DWH

10. ETFMS - SYSTEM OVERVIEW
Meteo Interface
FP-1
(Haren)
ETFMS
Central Server
(ETFMS-CS)
AN-1
ENV
Local
Terminals
Remote
FP-2
(Brétigny)
AFTN
CIDIN
Wide Area Network (s) T
AN-3
NM (CFMU)
ACC R
Entry
Nodes
ATM
systems
SDPS
FDPS

11. DATA INPUT Flight Plans ENVironment Data ATFCM Measures
Flight plan and flight plan modification messages received by the ETFMS-CS from IFPS such as FPL, CHG, DLA, ….
ENVironment Data
Standard ENV data from the ADR system.
ATFCM Measures
No changes for ETFMS.
Aircraft Positions
Mainly Surveillance data (CPR) but also positions based upon flight plan data (FNM, MFS,FSA,AFP).
Flight Data Update
Updates to flight plan data sent by ATC to ETFMS (AFP,FSA) and by airport CDM systems (DPI).

12. DATA INPUT ETFMS FLIGHT PLANS AIRCRAFT POSITION ENVIRONMENT DATAAO
FLIGHT PLANS
ATC/AO
NMOC/AD
AIRCRAFT
POSITION
ENVIRONMENT
DATA
ETFMS
FLIGHT DATA
UPDATE
ATFCM
MEASURES
ATC/Airports
NMOC/FMP

13. DATA INPUT FLIGHT DATA UPDATE
Airport CDM systems send early estimates of Take-Off-Times, SIDs and TaxiTimes.
They are sent when a change is entered in an ATC or Airport CDM system.
The flight data updates are for indicating changes in the flight plan, once the flight is airborne (AFP, FSA).
Changes concern the route (short cuts, CDR3, ….), the Cruising level, estimates and in the future possibly diversions.

14. DEPARTURE PLANNING INFORMATION MESSAGE (DPI)
DATA INPUT
DEPARTURE PLANNING INFORMATION MESSAGE (DPI)
DPI: Receive flight data updates while flight is still on the ground.
Advance notification of TTOT
Taxi-time per flight
Accurate SID updates
Notification of actual off block event

15. FIRST SYSTEM ACTIVATION MESSAGE (FSA)
DATA INPUT
FIRST SYSTEM ACTIVATION MESSAGE (FSA)
The purpose of the FSA is to provide estimates and route updates to the NMOC (CFMU) for ATFCM purposes.
FSA shall be sent via AFTN/CIDIN to the ETFMS-CS directly.
FSA messages are sent by ANSPs.
FSA shall be sent in the following circumstances :
On first entry into FDPA including departures.
Change of route within an FDPA which does not affect another FDPA and when the information is not already sent via an AFP.
Flight is entering a holding.

16. DATA INPUT Example Example En-route FSA Departure FSA - TITLE FSA
- IFPLID BB
- ARCID THY1905
- ADEP LTAC
- EOBT 0600
- EOBD
- ADES LSZH
- POSITION
- PTID BABIT
- TO 0812
- FL F350
- TITLE FSA
- IFPLID AA
- ARCID MAH9554
- ADEP LHBP
- EOBT 1050
- EOBD
- ADES LFPG
- POSITION
- ADID LHBP
- TO 1110

17. DATA INPUT IFPLID Unique flight plan number issued by IFPS
Example: AA or BB
Used for flight plan identification when exchanging data between ATM systems.
Used by NMOC (CFMU) in:
IFPS ADEXP output
ATFM messages such as SAM, SRM, FLS, …
Airborne messages such as FSA, CPR, AFP,…
To be used by systems only, not by humans.

18. ATC FLIGHT PLAN PROPOSAL (AFP)
DATA INPUT
ATC FLIGHT PLAN PROPOSAL (AFP)
The purpose of the AFP is to inform the NMOC (CFMU) of missing flight plans and of significant changes to airborne flights.
AFP shall be sent via AFTN/CIDIN to IFPS which convert them into APL/ACH for transmission to the ETFMS-CS.
AFP messages are sent by ANSPs.
Currently, AFPs are sent in the following circumstances :
An IFR-GAT flight exists but no FPL has been received from IFPS.
Change of route where the exit point from the Flight Data Processing Area (FDPA) has changed.
Change of Cruising Level (permanent change of level).
Change of aircraft type, aircraft equipment.
Change of flight rules (IFR/VFR) or flight type (OAT/GAT).
Diversion or change to a new destination.

19. DATA INPUT AIRCRAFT POSITION
Position Reports based upon Surveillance Data from ATC, called Correlated Position Reports (CPRs).
Position Reports based upon Flight plan data which are mainly extracted from FNM, MFS, AFP and FSA messages.
Position Reports received from Aircraft Operators via APR messages.

20. CORRELATED POSITION REPORT (CPR)
DATA INPUT
CORRELATED POSITION REPORT (CPR)
Contains the actual geographical Position of the Aircraft and its altitude.
Provided by ATC Surveillance Data processing systems.
Enriched with flight plan information such as Callsign, ADEP, EOBT and ADES or IFPLID for correlation purposes.
Normally sent every minute by Air Navigation Service Providers (ANSPs).

21. AIRCRAFT OPERATOR POSITION REPORT (APR)
DATA INPUT
AIRCRAFT OPERATOR POSITION REPORT (APR)
The purpose : To supply the NMOC (CFMU) with advance information of entry into the NMOC (CFMU) area.
Only for long-haul flights inbound into the NMOC (CFMU) area.
Should be received 2 hours before the flight enters the NMOC (CFMU) area.
Gives the ETA or the actual position and level of the flight.
Based upon message exchange between aircraft and the AO ground flight management systems (e.g. ACARS or mvt messages).
Shall be sent via SITA or AFTN to the ETFMS-CS directly.
APRs from AFR in OPS on 11/02/2002, other AOs are requested to join.

22. RE-CALCULATION OF FLIGHT PROFILE
PROCESSING
RE-CALCULATION OF FLIGHT PROFILE
DEVIATION MONITORING.
UPDATE OF FLIGHT PROFILE.
FLIGHT PATH AND PROFILE PREDICTION.

23. FLIGHT RE-CALCULATION BASED UPON CPRs
PROCESSING
FLIGHT RE-CALCULATION BASED UPON CPRs
Time
updates C D +
21Nm B
Predicted
route
Time and
path updates
Reported
Positions E A

24. PROCESSING
USE OF FLIGHT PLAN UPDATES C D
New ATC route
(CDR3, Direct..) B E A
Can be used as a confirmation of a Position Report update
or vice versa

25. USE OF FLIGHT PLAN UPDATES
PROCESSING
USE OF FLIGHT PLAN UPDATES
FPL
route
ADEP
ATC FPL
update
Reported
path
Predicted
route
ADES

26. USE OF FLIGHT LEVEL UPDATES
PROCESSING
USE OF FLIGHT LEVEL UPDATES
ATC intention
Flight Plan
Predicted
Reported profile

27. PROCESSING – Use of flight level Updates
FTFM
Planned Level F370
CPRs
CTFM
Updated Planned Level
CPRs

28. USE OF FLIGHT LEVEL UPDATES (2)
PROCESSING
USE OF FLIGHT LEVEL UPDATES (2)
FTFM
Planned trajectory
CPRs
CTFM
Updated trajectory
CPRs

29. PROCESSING

30. PROCESSING No change in allocation mechanism.
SLOT ALLOCATIONS
No change in allocation mechanism.
Slot lists are updated based upon the actual position and the recalculated profile (forced).
Released slots may be re-used for other flights.

31. FUNCTIONS FLIGHT ACTIVATION MONITORING (FAM)
Monitors flights which should have departed.
Identifies flights which should have departed and for which no message is received to confirm their departure.
“Updates/Shifts” these flights until a message is received.
If no update is received after 30 min, the flight is suspended.
Informs the AOs of a suspension enabling them to react.

32. OBJECTIVES FLIGHT ACTIVATION MONITORING (FAM)
Benefit from ETFMS data to improve Traffic Load counts.
Allow a more efficient use of the available capacity.
Provide an incentive for Aircraft Operators to update their EOBTs.
Reduce the impact of ghost flight plans and of late departures.

33. APPLICATION FLIGHT ACTIVATION MONITORING (FAM)
Only for flights in areas from which ETFMS receives CPRs for all flights.
Operational for first states since 06/05/2003.
Target: All states from which CPRs are received.

34. FLIGHT ACTIVATION MONITORING (FAM)
EXPECTED RESULT
FAM will release slots which are unduly occupied by flights not departed, thus making these slots available for other aircraft which are ready to depart.

35. APPLICATION OF FAM (1)
FAM is applied on all flights, whether regulated or not, departing from and/or landing at areas where CPRs are received by the NMOC (CFMU) and FAM is activated.
Flights departing from and landing in non FAM enabled areas are NOT affected by FAM, irrespective if they fly through CPR covered or non CPR-covered FAM enabled areas en-route.
CPR coverage is an essential requisite for FAM to be applied. When CPR coverage in a particular area is not at the level considered as “safe”, then FAM is deactivated for his area.
Where FAM is applicable, the timing starts at the entry of the first CPR-covered FAM enabled area (AUA).

36. = FAM enabled CPR-covered areas
APPLICATION OF FAM (2) 1. X }
FAM applies 2. X 3. }
FAM does not apply 4.
= FAM enabled CPR-covered areas

37. PROCESSING DEMANDS Planned Demand Regulated Demand
Initially based upon the planned data.
Updated with re-allocation of slots, not with the forced flights.
Current Demand (load)
Initially based upon the regulated data.
Updated with the actual position of the flight.
Updated with the route and level updates received via AFP and FSA.
Updated with route and level predictions.

38. OUTPUT
TRAFFIC
SUMMARIES
SLOT
MESSAGES
ETFMS
COUNTS
FLIGHT LISTS

39. OUTPUT Improved (short-term) load prediction.
SUMMARY
Improved (short-term) load prediction.
Improved traffic smoothing.
Reduced delays.

40. IMPACT ON COUNTS AND FLIGHT LISTS
OUTPUT
IMPACT ON COUNTS AND FLIGHT LISTS
Having flight profile forecasts increases the accuracy of the traffic prediction.
The counts on any sector/aerodrome take into consideration the profile recalculation.
Flight lists and summaries are updated accordingly.

41. IMPACT ON THE SLOT ALLOCATIONS
OUTPUT
IMPACT ON THE SLOT ALLOCATIONS
Same scenario for flights changing route : vacant slots are re-used, overload slots are compensated if possible.
As statistics show that on average flights are late, it improves the delay situation.

42. IMPACT ON TRAFFIC MONITORING
OUTPUT
IMPACT ON TRAFFIC MONITORING
Both departed and not-yet-departed traffic are updated.
Both regulated and non-regulated traffic are updated.
Traffic forecast is improved.
Potential overloads will be detected earlier.

43. IMPACT ON ATFCM IN GENERAL
OUTPUT
IMPACT ON ATFCM IN GENERAL
Improving the use of available capacity reduces delay (dynamic slot lists).
Increased accuracy of the information provided to users. Improve Traffic smoothing (less “bunching”).
Improved monitoring of slot compliance.
Consequence: increased confidence in ATFCM is expected to lead to increases in capacity provided to ATFCM.

44. IMPACT ON NMOC (CFMU) OPERATIONS
OUTPUT
IMPACT ON NMOC (CFMU) OPERATIONS
Greater accuracy of the traffic load, permitting less “unnecessary” actions being taken (no longer creation of regulations “just in case”).
Improved ability to manage “unusual” situations in real time (given the more accurate data on actual traffic demand).

45. IMPACT ON FLOW MANAGEMENT POSITIONS (FMPs)
OUTPUT
IMPACT ON FLOW MANAGEMENT POSITIONS (FMPs)
Because of the improved accuracy of the data in ETFMS, FMPs will have earlier warning of demand which, for whatever reason, is exceeding the declared capacity.
This earlier warning will permit the FMP to consider and perhaps implement some further remedial actions to reduce the impact :
Level capping.
Sector organisation.
Warnings to controllers.
Rerouteings.

46. IMPACT ON AIRCRAFT OPERATORS (AOs)
OUTPUT
IMPACT ON AIRCRAFT OPERATORS (AOs)
Less delay.
Greater accuracy in the flight plan data on the CIA, in particular for the arrival time.
Improved ability to maintain in good time, accurate EOBTs for the return and subsequent legs for a flight/aircraft.

47. IMPACT ON REMOTE CLIENT APPLICATION (CHMI)
OUTPUT
IMPACT ON REMOTE CLIENT APPLICATION (CHMI)
Figures in traffic counts and flight plan data are more accurate.

48. CPR/FSA/FAM COVERAGE

49. STATES’ PLANNING FOR PROVISION OF CPRs
The NMOC (CFMU) will establish an implementation plan with the states that are not yet providing CPRs.

50. ATC ACTIVATION MESSAGES COVERAGE
The FSA coverage is in North and South-East is increasing.

51. IMPLEMENTATION OF METEO DATA
Use wind speed and wind direction in flight profile calculation.
Forecasts for 6 periods of 6 hours, in total for 36 hours. It is updated every 6 hours.
Forecasts for flight levels: 050, 100, 140, 180, 240, 300, 340, 390, 450, 530.
At update of meteo data only not-activated flights are re-calculated.

52. SECTOR OCCUPANCY COUNTS
Count the number of flights actually present in the sector at a given moment in time.
Enabled by the improved accuracy of the ETFMS flight profile.
Occupancy counts for counts in the near future (e.g. < 60 min).
Average Occupancy counts for counts in the more distant future (e.g. > 60 min).

53. NMOC (CFMU) DATA RE-DISTRIBUTION
ETFMS Flight Data (EFD).
Sent at significant flight data updates in ETFMS.
Sent in broadcast to interested ANSPs and AOs via a dedicated network.
Message in ADEXP format.
Contains ETFMS data, including 4D flight profile.
Same data as on CHMI

54. DATA DISTRIBUTION OUTPUT
TRAFFIC
SUMMARIES
SLOT
MESSAGES
ETFMS
COUNTS
FLIGHT LISTS
EFD
MESSAGES

55. FUTURE ENHANCEMENTS Further Deployment of CDM airports (DPI message)
Integration of Data from FAA
Next steps in integrating ATM systems

56. ESSIP OBJECTIVES
FCM01 – Implement Enhanced Tactical Flow Management Services
ASP02 (or ASP01) – Provide Correlated Position Data
ASP04,06,07 – Provision of FSA messages
Implementation time frame: 1995 – 2006
FCM03 - Implement Collaborative Flight Planning
ASP05 – AFP for missing flight plans
ASP06,07,08,09,10,13,14 – AFPs for modifications
Implementation time frame:
Defined in close cooperation with ANSPs
Pan European Objectives

57. EU Implementing Rule 255/2010
COMMISSION REGULATION (EU) No 255/2010 of 25 March 2010 lays down common rules on air traffic flow management
It defines in Article 6/5: ATS Units shall provide NMOC with following data and subsequent updates:
(f) updated flight positions (i.e. CPR & FSA)
(g) deviations from flight plans (i.e. FSA & AFP)
(i) actual take-off times (FSA)
EU Law

58. CONCLUSION
ETFMS is an important step in the improvement of the ATFCM process.
A critical step because numerous data will be used for the first time and systems will have to be adapted for their interpretation.
Areas for special attention:
Quality of received data.
Quality of prediction and extrapolation algorithms.
It will require fine-tuning for all areas and processes.
ETFMS will allow ATC to share information on the flight data.

59. Your questions are very welcome

60. Thank you for your attention
Hans Koolen